Active vibration isolating support apparatus

ABSTRACT

An active vibration isolating support apparatus reduces vibration transmitted from a reciprocating engine. The apparatus supports the engine via vibration isolating support units each of which includes an actuator. The vibration isolating units are disposed on opposite sides of a crankshaft of the engine. The apparatus includes a control unit to make the actuator extend and contract periodically depending on a vibrational state of the engine so as to reduce the transmission of engine vibrations to a vehicle body. The control unit drives the actuator of one of the vibration isolating support units to contract, the one of the vibration isolating support units being compressed by roll vibration associated with an initial explosion after a time when the engine starts, so as to reduce transmission of roll vibration in a direction which is reverse to the rotation direction of the crankshaft.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of application Ser. No. 12/228,161,filed Aug. 8, 2008, which claims the foreign priority benefit under 35U.S.C. §119 of the filing date of Japanese patent application No.2007-209438 filed on Aug. 10, 2007, Japanese patent application No.2007-210077 filed on Aug. 10, 2007, and Japanese patent application No.2007-211731 filed on Aug. 15, 2007, which are incorporated herein byreference.

FIELD OF THE INVENTION

The present invention relates to an active vibration isolating supportapparatus to elastically support an engine in a vehicle body, and methodfor controlling the same.

DESCRIPTION OF THE RELATED ART

For example, JP 2007-107579 A ([0022]-[0025]) discloses an activevibration isolating support apparatus for controlling vibration of anengine by driving an actuator of a vibration isolating support unit toextend and contract based on estimation of phase and magnitude of thevibration of the engine using a crank pulse sensor. According to theprior art disclosed in JP 2007-107579 A ([0022]-[0025]), it is possibleto sample a crank pulse to estimate the vibration of the engine from avariation in crank pulse intervals. Further, based on the result, it ispossible to have an effective vibration isolating performance to drivean actuator of a vibration isolating support unit to extend and contractfor stationary vibrations such as an idling state, or constant speedtraveling, etc.

However, for short-term vibrations (transient vibrations), it isimpossible to reduce transient vibrations by determining the vibrationof the engine from variation in crank pulse intervals becausecontrolling is too slow. Therefore, for example, JP 2006-017288 A([0026], and FIG. 6) discloses an active vibration isolating supportapparatus having effective vibration isolating performance for transientvibrations when an all-cylinder operation is changed to aselective-cylinder operation in an engine.

However, JP 2006-017288 A ([0026], and FIG. 6) discloses the apparatusin which changing between the all-cylinder operation and theselective-cylinder operation is detected to transiently correctestimation of vibration of an engine using correction values pre-storedas a map, and the basic idea for the apparatus is that the engine is inthe stationary operation. That is, the control is performed at aconstant cycle, the result of sampling a crank pulse at the first cycleis used in calculation for control in the next cycle, and the result ofthe calculation is used to control the extension and contraction of anactuator of a vibration isolating support unit in the next cycle.However, the beginning of control of extension and contraction of anactuator of a vibration isolating support unit, which occurs at the timeof engine starting, is too slow to effectively reduce the temporaryvibration such as a transient vibration.

Accordingly, it is an object of the present invention to provide anactive vibration isolating support apparatus that can effectively reducea transient vibration which occurs at the time of engine starting, etc.,and method for controlling the same to.

SUMMARY OF THE INVENTION

In order to achieve the above object, in accordance with a first featureof the present invention, there is provided an active vibrationisolating support apparatus for reducing vibration transmitted from anengine including: vibration isolating support units to elasticallysupport the engine in a vehicle body each of which includes an actuator;and a control unit to estimate a vibrational state based on an outputfrom a sensor for detecting a change in a revolution speed of theengine; in which the control unit drives the actuator to extend andcontract so as to reduce transmission of vibration, and in which thecontrol unit determines a detection of an initial explosion in theengine and drives the actuator of the vibration isolating support unitto extend and contract at a predetermined frequency if the estimatedchange rate in the revolution speed of the engine based on the outputfrom the sensor is greater than or equal to a predetermined value aftera time when engine starts.

According to the first feature of the present invention, when the changerate of the revolution change of the engine is greater than or equal toa predetermined value, the control unit determines a detection of aninitial explosion in the engine, and promptly reduces transmission ofvibration to a vehicle body rapidly.

According to a second feature of the present invention, in addition tothe first feature, a reciprocating motion of a piston is converted to arotary motion of a crankshaft in the engine, and the control unitcontrols the actuator of the vibration isolating support unit so as toreduce the transmission of roll vibration of the engine in a directionwhich is reverse to the rotation direction of the crankshaft of theengine if the initial explosion is determined to be detected after thetime when the engine starts.

According to the second feature of the present invention, in order toreduce the vibration of the engine in which the reciprocating motion ofthe piston is converted to the rotary motion of the crankshaft, thecontrol unit controls the actuator of the vibration isolating supportunit so as to reduce the roll vibration of the engine in the directionwhich is reverse to the rotation direction of the crankshaft when it isdetermined that the initial explosion is detected after the time whenthe engine starts, and the roll vibration occurring at the time ofengine starting can be reduced.

According to a third feature of the present invention, in addition tothe first feature, the vibration isolating support units are disposed onopposite sides of the crankshaft, and the control unit drives theactuator of one of the vibration isolating support units to contract,the one of the vibration isolating support units is compressed by rollvibration associated with the initial explosion.

According to the third feature of the present invention, since theactuator of one vibration isolating support unit, which is compressed bythe roll vibration associated with the initial explosion in the engine,of vibration isolating support units disposed on the opposite sides ofthe crankshaft is driven to contract, the roll vibration occurring atthe time of engine starting can be reduced.

According to a fourth feature of the present invention, in addition toany one of the first feature to third feature, the control unit drivesthe actuator of the vibration isolating support unit to extend andcontract at a natural vibration frequency determined by the engine andthe vibration isolating support unit if the initial explosion isdetermined to be detected after the time when the engine starts.

According to the fourth feature of the present invention, since theactuator of the vibration isolating support unit is driven to extend andcontract at a natural vibration frequency determined by the engine andelastic supporting of the engine, natural vibration determined by theengine and elastic supporting of the engine is reduced to be transmittedto the vehicle body at the time of engine starting.

According to a fifth feature of the present invention, in addition tothe fourth feature, the control unit includes the initial explosiondetermining unit to determine the detection of an initial explosion inthe engine; and a change detector to detect the magnitude of change inthe revolution speed of the engine; and an elapsed time from the initialexplosion to a predetermined revolution speed in the engine is measured,and a magnitude and period of vibration at the natural vibrationfrequency of the engine is estimated based on the elapsed time.

According to the fifth feature of the present invention, depending onthe magnitude of the revolution change after the initial explosion inthe engine, the magnitude and period of transient vibration of theengine after the initial explosion can be estimated.

Further, for example, the vehicle engine is so configured that thefrequency of vibration caused by low engine revolution speed at the timeof engine starting is equal to the natural vibration frequency.Therefore, the vibration generated at the natural vibration frequencyafter the initial explosion exhibits a transient vibration generated atthe time of engine starting.

According to a sixth feature of the present invention, in an activevibration isolating support apparatus for reducing vibration transmittedfrom an engine, in which a reciprocating motion of a piston is convertedto a rotary motion of a crankshaft is supported via vibration isolatingsupport units in a vehicle body each of which includes an actuator, theactive vibration isolating support apparatus includes: a control unit tomake the actuator to extend and contract periodically depending on avibrational state of the engine, thereby reducing transmission ofvibration of the engine to a vehicle body, wherein the control unitcontrols the actuator of the vibration isolating support unit so as toreduce transmission of roll vibration of the engine in a direction whichis reverse to the rotation direction of the crankshaft of the engine ifthe initial explosion is determined to be detected after a time when theengine starts.

According to the sixth feature of the present invention, in order toreduce the vibration of the engine in which the reciprocating motion ofa piston is converted to the rotary motion of a crankshaft, the controlunit controls the actuator of the vibration isolating support unit so asto reduce roll vibration of the engine in a direction which is reverseto the rotation direction of the crankshaft when it is determined thatthe initial explosion is detected at the time of engine starting, androll vibration occurring at the time of engine starting can be reduced.

According to a seventh feature of the present invention, in an activevibration isolating support apparatus for reducing vibration transmittedfrom an engine, in which vibration isolating support units elasticallysupport the engine in a vehicle body each of which includes an actuator,the active vibration isolating support apparatus includes: a controlunit to estimate a vibrational state of the engine based on a magnitudeof change in a revolution speed of the engine to drive the actuator toextend and contract so as to reduce transmission of vibration, thecontrol unit includes: an initial explosion determining unit todetermine a detection of an initial explosion in the engine; and achange detector to detect the magnitude of change in the revolutionspeed of the engine; in which an elapsed time from the initial explosionto the predetermined revolution speed in the engine is measured, and amagnitude and period of vibration at the natural vibration frequency ofthe engine is estimated based on the elapsed time.

According to the seventh feature of the present invention, depending onthe magnitude of revolution change after the initial explosion in theengine, magnitude and period of transient vibration of the engine afterthe initial explosion can be estimated.

Further, for example, the vehicle engine is so configured that thefrequency of vibration caused by low engine revolution speed at the timeof engine starting is equal to the natural vibration frequency.Therefore, the vibration generated at the natural vibration frequencyafter the initial explosion exhibits a transient vibration generated atthe time of engine starting.

According to an eighth feature of the present invention, there isprovided an active vibration isolating support apparatus for reducingvibration transmitted from an engine including: vibration isolatingsupport units to elastically support the engine in a vehicle body eachof which includes an actuator; a control unit to estimate a vibrationalstate based on an output from a sensor for detecting change in arevolution speed of the engine; and a cylinder pressure sensor to detectcylinder pressure in the engine, wherein the control unit determines aninitial explosion in the engine with the cylinder pressure sensor at atime of engine starts, and drives the actuator to extend and contract ata predetermined fixed frequency.

According to the eighth feature of the present invention, since thecontrol unit determines an initial explosion in an engine and drives theactuator of the vibration isolating support unit to extend and contractat a natural vibration frequency determined by the engine and elasticsupporting of the engine when a cylinder pressure sensor detectsincreasing in cylinder pressure associated with the initial explosion,natural vibration determined by the engine and elastic supporting of theengine is reduced to be transmitted to the vehicle body at the time ofengine starting.

According to a ninth feature of the present invention, there is provideda method for controlling an vibration isolating support units toelastically support the engine in a vehicle body each of which includesan actuator; the method including the steps of: estimating a vibrationalstate based on an output from a sensor for detecting change in arevolution speed of the engine; determining a detection of an initialexplosion in the engine if the estimated change in the revolution speedof the engine based on the output from the sensor is greater than orequal to a predetermined value at a time of engine starts; and drivingthe actuator of the vibration isolating support unit to extend andcontract at a natural vibration frequency determined by the engine andthe vibration isolating support unit.

According to a tenth feature of the present invention, in addition tothe ninth feature, the method further includes the steps of: determiningthe detection of the initial explosion in the engine via an initialexplosion determining unit; measuring an elapsed time from the initialexplosion to a predetermined revolution speed of the engine; detecting amagnitude of change in the revolution speed of the engine based on themeasured elapsed time; and estimating a magnitude and period ofvibration at the natural vibration frequency of the engine based on thedetected magnitude of change in the revolution speed of the engine.

According to the tenth feature of the present invention, it is possibleto determine the detection of an initial explosion in an engine, andpossible to calculate magnitude of revolution change after the initialexplosion. It is also possible to estimate the magnitude and period oftransient vibration at the time of engine starting based on magnitude ofrevolution change.

According to the present invention, an active vibration isolatingsupport apparatus to reduce the transient vibration occurring at thetime of engine starting, and a method for controlling the same can beprovided.

BRIEF DESCRIPTION OF THE DRAWINGS

The object and features of the present invention will become morereadily apparent from the following detailed description taken inconjunction with the accompanying drawings in which:

FIG. 1A is a plan view showing an engine mounting in a vehicle to whichan active vibration isolating support apparatus according to a firstembodiment of the present invention is applied;

FIG. 1B is a perspective view showing the engine mounting in the vehicleto which the active vibration isolating support apparatus according tothe first embodiment is applied;

FIG. 2 is a longitudinal cross sectional view showing a structure of anactive control mount of an active vibration isolating support apparatusaccording to the first embodiment;

FIG. 3 is a block diagram showing connections of a crank pulse sensor,an engine ECU, and an electronic control unit;

FIG. 4 is an illustration for explaining an analysis result which showsa time dependence of engine vibration characteristics at a starting ofan engine;

FIG. 5 is a functional block diagram of an electronic control unitaccording to the embodiment;

FIG. 6 is an illustration for explaining a calculation of a movingaverage of a crank pulse;

FIG. 7 is an illustration for explaining an output timing of a currentfor driving and controlling a driving unit of a front vibrationisolating support unit and a rear vibration isolating support unit;

FIG. 8 is a flowchart showing a flow of a vibration isolating supportunit control at a starting of an engine;

FIG. 9A is an illustration showing an engine ignition timing at astarting of an engine;

FIG. 9B is an illustration showing crank pulses at the starting of theengine;

FIG. 9C is an illustration showing an engine vibration at the startingof the engine;

FIG. 9D is an illustration showing a time dependence of an enginerevolution speed NE at the starting of the engine;

FIG. 10 is a longitudinal cross sectional view showing a structure of anactive control mount of an active vibration isolating support apparatusaccording to a second embodiment;

FIG. 11 is a drawing of doubled size of FIG. 10;

FIG. 12 is an illustration showing a support manner of an engine by avibration isolating support unit of an active vibration isolatingsupport apparatus;

FIG. 13 is a longitudinal cross sectional view of a cylinder of anengine;

FIG. 14 is a flowchart showing a control flow of a driving unit in anormal operation;

FIG. 15 is an illustration for explaining a step S35 of a flowchart inFIG. 14;

FIG. 16 is a graph showing a relationship between an increase rate of anengine revolution speed and a vibration state of roll vibration at astarting of an engine;

FIG. 17 is an illustration showing an engine revolution speed and crankpulses at a starting of an engine;

FIG. 18 is a functional block diagram of ACMECU; and

FIG. 19 is a flowchart showing a processing flow of estimating avibration state of roll vibration.

DESCRIPTION OF PREFERRED EMBODIMENTS

Hereinafter, with reference to FIGS. 1-19, preferred embodiments of thepresent invention will be described.

First Embodiment

First, an active vibration isolating support apparatus according to thefirst embodiment of the present invention will be explained.

(Whole Structure of the Active Vibration Isolating Support apparatus)

In FIG. 1A and FIG. 1B, an active vibration isolating support apparatus1 according to the present invention can be driven to extend andcontract in a vertical direction, and includes two engine mounts (activecontrol mounts) M which are used to elastically support an engine E of avehicle V in a vehicle body frame, and are disposed ahead of and behindthe engine E. Hereinafter, an “engine mount” is referred to as a“vibration isolating support unit”.

Here, the engine E is a so-called side-ways mounted transversal V enginewith six-cylinders in which one end of a crankshaft (not shown) isconnected to a transmission TM, and the crankshaft is disposed in adirection transverse to a body of the vehicle V. Therefore, the engine Eis disposed in a direction so that the crankshaft is disposed in thedirection transverse to the body of the vehicle V, and the vibrationisolating support units M are disposed ahead of and behind the engine Eto reduce a roll vibration. Hereinafter, the vibration isolating supportunit M disposed ahead of the engine E of the vehicle V is referred as a“front vibration isolating support unit Ma”, and the vibration isolatingsupport unit M behind the engine E is referred as a “rear vibrationisolating support unit Mb”.

The front vibration isolating support unit Ma and the rear vibrationisolating support unit Mb are mounted on a location below the center ofgravity of the engine E to reduce the roll vibration in a front-reardirection of the engine E, and to elastically support the engine E inthe vehicle body of the vehicle V.

As shown in FIG. 2, the active vibration isolating support apparatus 1includes an active control mount electronic control unit U to controlthe vibration isolating support unit M. Hereinafter, the active controlmount electronic control unit U is referred to as an “electronic controlunit U”.

It is noted that the electronic control unit U corresponds to the“control unit”.

The electronic control unit U is connected to an engine control ECU 10(hereinafter, referred to as an “engine ECU 10”) to control revolutionspeed or output torque, etc. of the engine E via communication lines.

Further, the electronic control unit U receives an engine revolutionspeed NE signal, crank pulse signals, TDC (Top Dead Center) signals toexhibit timing of the top dead centre for each cylinder, a cylinder-offsignal to exhibit either an all-cylinder operation or aselective-cylinder operation, and an ignition switch signal(hereinafter, referred to as an “IG-SW signal”) from the engine ECU 10.

For reference's sake, in the case of the six-cylinder engine, the crankpulse is output 24 times per revolution of the crankshaft, that is, onceevery 15 degrees of a crank angle from a crank pulse sensor Sa

(Structure of the Vibration Isolating Support Unit)

As shown in FIG. 2, the vibration isolating support unit Ma has astructure that is substantially symmetrical with respect to an axis L,and mainly includes a substantially cylindrical upper housing 11, asubstantially cylindrical lower housing 12 disposed below the housing11, an upwardly opening substantially cup-shaped actuator case 13 housedin the lower housing 12, a diaphragm 22 connected to the upper housing11, an annular first elastic body support ring 14 housed in the upperhousing 11, and a first elastic body 19 connected to the first elasticbody support ring 14, etc.

Between a flange unit 11 a at a lower end of the upper housing 11 and aflange unit 12 a at an upper end of the lower housing 12, a flange unit13 a on the outer periphery of the actuator case 13, an outer peripheralunit of the first elastic body support ring 14, and an outer peripheralunit of an annular second elastic body support ring 15 disposed on anupper side in the actuator case 13 are superimposed and joined bycaulking. In this process, an annular first floating rubber 16 isdisposed between the flange unit 12 a and the flange unit 13 a, and anannular second floating rubber 17 is disposed between an upper part ofthe actuator case 13 and an outer face of the second elastic bodysupport ring 15, so that the actuator case 13 is floatingly supportedsuch that it can move up and down relative to the upper housing 11 andthe lower housing 12.

The first elastic body support ring 14, and a first elastic body supportboss 18 disposed in a concave unit provided on an upper side of a firstelastic body 19 are joined by vulcanization bonding at the lower andupper ends of the first elastic body 19 made of a thick rubber. Further,a diaphragm support boss 20 is fixed to an upper face of the firstelastic body support boss 18 by a bolt (not shown). An outer peripheralunit of the diaphragm 22 whose inner peripheral unit is joined byvulcanization bonding to the diaphragm support boss 20, is joined byvulcanization bonding to the upper housing 11.

An engine mounting unit 20 a integrally formed with an upper face of thediaphragm support boss 20 is fixed to the engine E (see FIG. 1).(Detailed method for fixing is not shown.) Also, a vehicle body mountingunit 12 b at the lower end of the lower housing 12 is fixed to a vehiclebody frame F.

A flange unit 23 a at the lower end of a stopper member 23 is joined toa flange unit 11 b by bolts and nuts (not shown) at the upper end of theupper housing 11. The engine mounting unit 20 a faces a stopper rubber26 attached to an upper inner face of the stopper member 23 so that theengine mounting unit 20 a can touch the stopper rubber 26.

By such a structure, when a large load is input from the engine E (seeFIG. 1) to the vibration isolating support unit M, the engine mountingunit 20 a touches the stopper rubber 26, thereby reducing excessivedisplacement of the engine E.

An outer peripheral unit of a second elastic body 27 made of an elasticbody such as a membranous rubber is joined to the inner peripheral faceof the second elastic body support ring 15 by vulcanization bonding. Ata radial center portion of the second elastic body 27, a movable member28 is joined by vulcanization bonding so that the upper unit thereof(head unit 28 b) is embedded in.

And, disc-shaped partition member 29 is fixed between the upper face ofthe second elastic body support ring 15 and the lower unit of the firstelastic body support ring 14. A first liquid chamber 30 defined by thefirst elastic body support ring 14, the first elastic body 19, and thepartition member 29, and a second liquid chamber 31 defined by thepartition member 29 and the second elastic body 27, communicate witheach other via a through hole 29 a formed in the center of the partitionmember 29.

Also, an annular communication passage 32 is formed between the firstelastic body support ring 14 and the upper housing 11. The communicationpassage 32 communicates with the first liquid chamber 30 via a throughhole 33, and communicates via a through gap 34 with a third liquidchamber 35 defined by the first elastic body 19 and the diaphragm 22.

Next, the structure of a driving unit (actuator) 41 (illustrated by thephantom lines) housed in the actuator case 13 will be explained.

As shown in FIG. 2, the driving unit 41 mainly includes a stationarycore 42 made of a metal or an alloy having high magnetic permeability, ayoke 44, a movable core 54, a coil 46 of an electromagnet, and a coilcover 47 covering an outer periphery of the coil 46. The stationary core42 has a substantially cylindrical shape, and has a flange for receivinga washer at its lower end. The outer circumference of the cylindricalunit has a conical shape. The movable core 54 has a substantiallycylindrical shape. The upper end of the movable core 54 projects in theinner peripheral direction to form a spring seat. The innercircumference of the cylindrical unit has a conical shape.

A connector unit 47 a integrally formed with the coil cover 47 extendsto an outside through the openings in the actuator case 13 and the lowerhousing 12. Electrical wires for supplying power to the coil 46 areconnected to the connector unit 47 a.

The yoke 44 has an annular flange on the upper side of the coil cover47, and has a cylindrical unit extending from the inner peripheral unitof the flange downward. The yoke 44 has, as it were, a shape of acylinder having a flange. A thin cylindrical bearing member 51 isfitted, in a vertically slidable manner, into an inner peripheral faceof a cylindrical unit 44 a of the yoke 44. An upper flange 51 a and alower flange 51 b are formed respectively at the upper and lower ends ofthe bearing member 51, the upper flange 51 a being bent radially inward,the lower flange 51 b being bent radially outward.

A set spring 52 is disposed in a compressed state between the lowerflange 51 b and the lower end of the cylindrical unit 44 a of the yoke44. The bearing member 51 is supported by the yoke 44 through the lowerflange 51 b being pressed against the upper face of the stationary core42 via an elastic body 53 disposed between the lower face of the lowerflange 51 b and the stationary core 42 by means of the elastic force ofthe set spring 52.

The substantially cylindrical movable core 54 is fitted, in a verticallyslidable manner, into an inner peripheral face of the bearing member 51.Further, the stationary core 42 and the movable core 54 have hollowcenter portions along the axis L respectively, and a rod 28 a of themovable member 28 is disposed there. The movable member 28 includes therod 28 a, and a head unit 28 b disposed at an upper end of the rod 28 aand having an outer diameter greater than that of the rod 28 a, and anut 56 is tightened around a lower end of the rod 28 a. The nut 56 has ahollow portion at its center, the upper end of the hollow unit opensupward, receives the lower end of the rod 28 a in the hollow unit, andits upper end touches the lower face of the spring seat. The outerdiameter of the spring seat is relatively large. The upper face of thespring seat is the movable core 54.

Also, a set spring 58 is disposed in a compressed state between thespring seat provided on an upper face of the movable core 54 and a lowerface of the head unit 28 b. The lower face of the spring seat of themovable core 54 is fixed by being pressed against the upper end of thenut 56 by means of the elastic force of the set spring 58. In thisstate, the conical inner peripheral unit of the cylindrical unit of themovable core 54 and the conical outer peripheral unit of the stationarycore 42 face each other across a conical air gap g.

The rod 28 a and the nut 56 are loosely fitted into an opening 42 aformed in the center of the stationary core 42, and this opening 42 a ofthe hollow unit is closed by a rubber cup 60.

The operation of the vibration isolating support unit M configured asdescribed above will be explained (hereinafter, see FIG. 2 ifnecessary).

The engine shake vibration is caused by a resonance between the vehiclebody and the engine system in a coupled system including the engine, thevehicle body, and a suspension. When low frequency (for example, 7-20Hz) engine shake vibration occurs while the vehicle V is traveling, thefirst elastic body 19 is deformed by a load input from the engine E viathe diaphragm support boss 20 and the first elastic body support boss18, thus changing the capacity of the first liquid chamber 30, so that aliquid moves to and fro between the first liquid chamber 30 and thethird liquid chamber 35 via the communication passage 32. In this state,when the capacity of the first liquid chamber 30 increases/decreases,the capacity of the third liquid chamber 35 decreases/increasescorrespondingly, and this change in the capacity of the third liquidchamber 35 is absorbed by elastic deformation of the diaphragm 22. Atthis time, the shape and the dimensions of the communication passage 32and a spring constant of the first elastic body 19 are set so that a lowspring constant and high attenuation force are exhibited in thefrequency region of the engine shake vibration. Therefore, it ispossible to effectively reduce the vibration transmitted from the engineE to the vehicle body frame F.

Further, in the frequency region of the engine shake vibration, when theengine E is in a stationary rotating state, the driving unit 41 of thevibration isolating support unit M is maintained in a non-operatingstate.

When there is a vibration having a frequency higher than that of theabove-mentioned engine shake vibration, that is, a vibration duringidling or vibration during a selective-cylinder operation due to therotation of crankshaft (not shown) of the engine E, the liquid withinthe communication passage 32 providing a communication between the firstliquid chamber 30 and the third liquid chamber 35 becomes stationary anda vibration isolating function cannot be exhibited; the driving unit 41of the vibration isolating support unit M is therefore driven to exhibita vibration isolating function. For reference's sake, the idle vibrationis caused by low-frequency vibrations of a floor, seats, and a steeringwheel during idling. For example, a BURUBURU vibration is caused in afour-cylinder engine in a range of 20-35 Hz, and in a six-cylinderengine in a range of 30-50 Hz, and a YUSAYUSA vibration is caused in arange of 5-10 Hz by an uneven combustion, and is a main factor of theroll vibration in an engine.

Therefore, in order to drive the driving unit 41, the active vibrationisolating support apparatus 1 (see FIG. 1) including the vibrationisolating support unit M shown in FIG. 2 is provided with the crankpulse sensor Sa to detect the crank pulse of the engine E, the engineECU 10, and the electronic control unit U.

(Configuration of Electronic Control Unit)

FIG. 3 is a block diagram showing the interconnection among a crankpulse sensor, an engine ECU, and an electronic control unit.

The crank pulse sensor Sa detects a crank pulse generated by acrankshaft (not shown) of the engine E. In the case of a six-cylinderengine, the crank pulse is generated every 15 degrees of a crank anglein the engine E, and the crank pulse sensor Sa detects this crank pulseto send it to the engine ECU 10.

The engine ECU 10 includes a microcomputer having CPU (CentralProcessing Unit) (not shown), ROM (Read Only Memory), RAM (Random AccessMemory), and peripheral circuitry so as to control the revolution speedof the engine E, and to detect the revolution speed of the engine E viaa revolution speed sensor (not shown) provided with the engine E. Theengine ECU 10 also has an ability to send the detected revolution speedand the crank pulse from the crank pulse sensor Sa to the electroniccontrol unit U.

The electronic control unit U includes a microcomputer having CPU 162,ROM 163, RAM 164, peripheral circuit, etc. Also, the electronic controlunit U is provided with a signal input unit 161 to receive signals suchas the engine revolution speed NE and the crank pulse, etc. from theengine ECU 10.

Further, the electronic control unit U is provided with a power supplyunit 166 including a switching circuit (not shown) to supply current tothe coil 46 (see FIG. 2) provided with each of the front vibrationisolating support unit Ma and the rear vibration isolating support unitMb. The switching circuit of the power supply unit 166 is controlled bythe CPU 162, and is capable of supplying direct-current supplied from abattery to the power supply unit 166 to the coil 46 (see FIG. 2) via aconnector unit 47 a (see FIG. 2). Also, the electronic control unit U isoperated in accordance with a program stored in, for example, the ROM163.

Also, the electronic control unit U is provided with a storage unit 165such as a flash memory so as to store requested data to control thevibration isolating support unit M.

In the driving unit 41 of the vibration isolating support unit Mconfigured as shown in FIG. 2, when current does not flow through thecoil 46, the movable member 28 is moved upwardly by elastic restorativeforce of the second elastic body 27. Also, the nut member 25 pushes themovable core 54 up to form the gap g between the movable core 54 and thestationary core 42.

On the other hand, when current is supplied from the electronic controlunit U to the coil 46, magnetic flux lines generated by the coil 46 passthrough the yoke 44, the movable core 54, and the gap g in an up anddown direction to form a closed circuit fed back to the stationary core42 and the coil 46, thereby moving the movable core 54 downwardly bysuction force. At this time, the movable core 54 moves the head unit 28b of the movable member 28 downwardly via the nut member 25 fixed to therod 28 a of the movable member 28 so as to deform the second elasticbody 27 downwardly. As a result, since the capacity of the second liquidchamber 31 (see FIG. 2) increases, a liquid in the first liquid chamber30 compressed by load from the engine E (see FIG. 1) flows into thesecond liquid chamber 31 through the through hole 29 a of the partitionmember 29 to reduce load transmitted from the engine E to the vehicle V(see FIG. 1). When supplying current to the coil 46 is stopped, themovable core 54 is released from the downward suction force.

As described above, the electronic control unit U can control thevertical motion of the movable member 28 by switching on/off supplycurrent to the coil 46 so as to reduce the roll vibration of the engineE.

(Engine Vibration at the Time of Engine Starting)

Next, as the feature of the present invention, reduction of transmissionof vibration to a vehicle body at the time of starting of the engine Ewill be explained. In the prior art active vibration isolating supportapparatus, a particular attention is paid to the fact that the enginevibration is absorbed when the engine is in a steady rotating state suchas idling, or change from six-cylinder operation to three-cylinderoperation, etc.

The active vibration isolating support apparatus 1 according to thisembodiment (see FIG. 1A and FIG. 1B) elastically supports the engine Ewith vibration isolating support units M, and especially reducestransmission of roll eigenvalue vibration occurring at the time ofengine starting to the vehicle body by driving the driving unit 41 (seeFIG. 2) of the vibration isolating support unit M to extend andcontract.

When the engine E is started with a starter, for a period of time afterstarting of the engine E (hereinafter, beginning self-revolution bycylinder explosion triggered by ignition referred as to “starting”),until the revolution speed arrives at that of idling state, thevibration of the engine E consist mostly of vibrations having naturalvibration frequencies (roll eigenvalues) determined by the weight of theengine E (including the weight of the transmission TM) and the springconstants of the vibration isolating support unit M (engine mount M).

Also, when an engine revolution speed NE in which an ignition cycle(third component of engine vibration) coincides with the roll eigenvalueafter starting of the engine E, a sympathetic vibration occurs and themagnitude of the vibration is maximized.

In the case of a V engine with six-cylinders, since cylinder explosionoccurs three times per revolution of the crankshaft, vibrationcorresponding to the engine revolution speed NE is referred to as “thirdcomponent of engine vibration”. However, as the engine revolution speedNE increases, the frequency and magnitude of the third component ofengine vibration increases. In contrast, the roll eigenvalue vibrationdetermined by the natural vibration frequency decreases, and becomes toconsist mostly of the third component of engine vibration near theengine revolution speed NE of the idling state.

Further, the roll eigenvalue vibration is generated in the rotationdirection of the crankshaft, and in the case of a side-ways mountedengine, is generated in the fore and aft direction of the vehicle.

Also, for example, the roll eigenvalue vibration is generated when thecrankshaft rotates unstably, for example, at the time of enginestarting.

For reference's sake, in the case of a straight four engine, sincecylinder explosion occurs two times per revolution of the crankshaft,vibration corresponding to the engine revolution speed NE is referred toas “second component of engine vibration”. In the case of athree-cylinder operation, that is, selective-cylinder operation in a Vengine with six-cylinders, since cylinder explosion occurs 1.5 times perrevolution of the crankshaft, vibration corresponding to the enginerevolution speed NE is referred to as “1.5_(th) component of enginevibration”.

FIG. 4 is an explanatory diagram showing an analysis result of timetransient of engine vibration character at the time of engine starting.In FIG. 4, the vertical axis represents time (sec). The horizontal axisrepresents a vibration frequency (Hz). Also, magnitudes of vibrationsare represented by different kinds of hatchings.

As shown in dashed lines, a vibration component of the “third componentof engine vibration” is a composite vibration of the vibration at theabove natural vibration frequency (roll eigenvalue) and third componentof engine vibration component from to at which initial explosion occursto start the engine E to t₂ at which a predetermined engine revolutionspeed NEm which is slightly below the idling state engine revolutionspeed NE is achieved. Also, when the engine revolution speed NEcoincides with the above roll eigenvalue, the magnitude of the vibrationis maximized.

After the time t₂, the third component of engine vibration becomes aprincipal component.

(Operation of Electronic Control Unit)

Referring to FIGS. 5-7, the operation of the electronic control unit Uwill be explained.

FIG. 5 is a block diagram of the electronic control unit U according tothis embodiment. FIG. 6 is an explanatory diagram showing how tocalculate a moving average of the crank pulse, and FIG. 7 is anexplanatory diagram showing the timing of current output to drive theactuators of the front vibration isolating support unit and the rearvibration isolating support unit to extend and contract.

In FIG. 7, a Fr-ACM current means a current to drive the actuator of thefront vibration isolating support unit Ma, and a Rr-ACM current means acurrent to drive the actuator of the rear vibration isolating supportunit Mb.

The function of each functional block of the electronic control unit Uis performed by the CPU 162 executing a computer program stored in theROM 163 (see FIG. 3). More concretely, the electronic control unit Uincludes a crank pulse interval calculating unit 621, an enginerotational mode determining unit 622, a vibrational state estimatingunit 623, a phase detector 624, and an actuator driving controlling unit625.

The crank pulse interval calculating unit 621 calculates an interval ofthe crank pulse based on an internal clock signal of the CPU 162, acrank pulse signal and a TDC pulse signal from the engine ECU 10.Although the crank pulse signal (designated as “CRK pulse” in FIG. 6)is, as described above, output once every 15 degrees of crank angle, thecrank pulse is not output for the top dead centre of a main cylinder,that is “no pulse” (see FIG. 6). Now, a crank pulse interval (T₁, T₂,T₃, T₄, T₅, T₆, T₇, or T₈ in FIG. 6) means one cycle of a square wave.Although a TDC pulse signal exists at the top dead centre of the maincylinder, the crank pulse signal is not generated. Therefore, the halvedcrank pulse interval for this crankshaft angle 30 degrees ((T₄+T₅)/2) iscalculated as the crank pulse interval.

The crank pulse interval calculated by the crank pulse intervalcalculating unit 621 is sent to the engine rotational mode determiningunit 622 and the vibrational state estimating unit 623.

The engine revolution speed NE signal, the cylinder-off signal, theIG-SW signal, the accelerator position sensor signal, and the crankpulse interval are sent from the engine ECU 10 to the engine rotationalmode determining unit 622.

The engine rotational mode determining unit 622 detects starting of theengine E to determine the rotational mode of the engine E as an activestate, monitors increasing in the engine revolution speed NE, determinesan idling state when the engine revolution speed NE is beyond thepredetermined engine revolution speed NEm based on these signals,determines the operational state of the engine E as an all-cylinderoperation state or a selective-cylinder operation state based oncylinder-off signal, and determines the idling state based on theaccelerator position sensor signal.

The method for detecting the engine starting, that is, for detecting therevolution change of the engine E at the time of engine starting, willbe explained in the flowchart for controlling the vibration isolatingsupport unit at the time of engine starting in FIG. 8.

When the engine rotational mode determining unit 622 determines therotational mode as an idling state, an all-cylinder operation state, ora selective-cylinder operation state, the vibrational state estimatingunit 623 detects the revolution change of the crankshaft from the crankpulse interval based on the above determination, calculates themagnitude of engine vibration, and a cycle of an engine vibration from apeak-to-peak value of the revolution change, and sends the cycle andmagnitude of the engine vibration, and timing of the peak value of therevolution change of the crankshaft, etc. to the actuator drivingcontrolling unit 625 and the phase detector 624. At this time, the abovevalues are sent according to a flag signal of the rotational mode of theengine E received from the engine rotational mode determining unit 622.That is, since the engine E is a V engine with six-cylinders, in thecase of an all-cylinder operation, the vibration is estimated as thirdcomponent of engine vibration, and in the case of selective-cylinderoperation, the vibration is estimated as 1.5th component of enginevibration. Since the method for estimating this vibrational state isdisclosed in, for example, “111 Development of active engine mount”,JSAE Annual Congress (Autumn), Sep. 18, 2003, a detailed descriptionwill be omitted.

When the rotational mode determination from the engine rotational modedetermining unit 622 means an engine active state (a period from theinitial explosion to an idling state in the engine E), the vibrationalstate estimating unit 623 sends the cycle and magnitude of thepredetermined natural vibration frequency (roll eigenvalue) prestored inthe storage unit 165 to the actuator driving controlling unit 625 andthe phase detector 624.

In the case of idling state, all-cylinder operation state, orselective-cylinder operation state, based on the peak-to-peak value ofthe revolution change of the crankshaft from the vibrational stateestimating unit 623, the timing of peak of the revolution change, thecrank pulse signal from the engine ECU 10, and a TDC pulse signal fromeach of the cylinder, the phase detector 624 compares the timing of peakof revolution change of the crankshaft and the timing of TDC, calculatesthe phase, and sends the phase to the actuator driving controlling unit625.

The actuator driving controlling unit 625 receives the phase, and basedon the engine revolution speed NE signal, combines an ensemble of dutysignals in a driving cycle in accordance with the third component ofengine vibration, or the 1.5th component of engine vibration. Next, theactuator driving controlling unit 625 controls the driving unit 41 (seeFIG. 2) to extend and contract based on a phase calculated from thereference pulse per TDC so as to control each vibration of the frontvibration isolating support unit Ma and the rear vibration isolatingsupport unit Mb in each cycle thereof to cancel the engine vibration.

For reference's sake, JP 2002-139095 A ([0030]-[0031], and FIGS. 5-6)discloses this control performed by the actuator driving controllingunit 625 using an ensemble of duty signals in a driving cycle.

Next, each function of the phase detector 624 and the actuator drivingcontrolling unit 625 in the case that the rotational mode determinationfrom the engine rotational mode determining unit 622 is an engine activestate (a period from the initial explosion to idling state in the engineE), will be explained.

In that case, based on the cycle of the predetermined natural vibrationfrequency (roll eigenvalue) from the vibrational state estimating unit623, the crank pulse signal from the engine ECU 10, and the TDC pulsesignals of each cylinders, the phase detector 624 delays the phase by apredetermined time difference Δt from the timing t₁ at which it isdetermined that the initial explosion occurs to start the engine E (seeFIG. 7), and sends the phase to the actuator driving controlling unit625 so as to send the phase to, for example, the rear vibrationisolating support unit Mb, and so as to send the half-cycle-delayedphase to the front vibration isolating support unit Ma. For example, Δtmay be preset.

The actuator driving controlling unit 625 receives the above phases, andcombines the ensemble of duty signals in a driving cycle. Next, theactuator driving controlling unit 625 controls the driving unit 41 at afixed cycle so as to control each vibration of the front vibrationisolating support unit Ma and the rear vibration isolating support unitMb in every each cycles thereof to cancel the engine vibration.

(Control Flow of Vibration Isolating Support Unit at the Time of EngineStarting)

Referring to FIGS. 8-9, the flow of vibration isolating support unitcontrol at the time of engine starting will be explained. If necessary,see FIG. 3, and FIGS. 5-7. FIG. 8 is a flowchart of a vibrationisolating support unit control at the time of engine starting, and FIG.9 is a diagram showing the engine ignition timing at the time of enginestarting, a crank pulse, an engine vibration, and the time transient ofan engine revolution speed NE.

This vibration isolating support unit control is performed in the enginerotational mode determining unit 622, the vibrational state estimatingunit 623, the phase detector 624, and the actuator driving controllingunit 625 of CPU 162 (see FIG. 3) at a constant interval. During theconstant interval, the crank pulse interval calculating unit 621receives the crank pulse signal so as to calculate the crank pulseinterval to send the crank pulse interval to the engine rotational modedetermining unit 622 and the vibrational state estimating unit 623.

In step S11, when the IG-SW is turned on and the electronic control unitU is activated, the engine rotational mode determining unit 622 sets n=0as an initial value to calculate an moving average value or the crankpulse interval.

In step S12, the engine rotational mode determining unit 622 checkswhether the IG-SW signal designates “starter ON”. In the case of“starter ON” (Yes), the process proceeds to step S13. In the case of(No), step S12 is repeated.

In step S13, the engine rotational mode determining unit 622 checkswhether n is less than a predetermined value (N+1), for example,N+1(=9). When n is less than N+1(=9), the process proceeds to step S14and calculates n=n+1 to proceeds step S15. When n is greater thanN+1(=9) in step S13, the process proceeds to step S15.

In step S15, the engine rotational mode determining unit 622 reads thecrank pulse interval and calculates the moving average value T_(CRKAVE)(step S16). However, until n is equal to or more than N(=8), the movingaverage value is not calculated.

For reference's sake, as shown in FIG. 6, the moving average valueT_(CRKAVE) is calculated by the most left side crank pulse intervalsT₁-T₈. When n is greater than or equal to N+1(=9), every time a newcrank pulse interval is added, the oldest crank pulse interval issubtracted to keep the eight of the moving average value T_(CRKAVE).

In step S17, the engine rotational mode determining unit 622 checkswhether n is greater than or equal to N(=8). When n is greater than orequal to N, the process proceeds to step S18, or otherwise returns tostep S12. That is, the process proceeds to step S18 only after themoving average value T_(CRKAVE) to which eight of crank pulse intervalsis input is calculated.

In step S18, the engine rotational mode determining unit 622 checkswhether the moving average value T_(CRKAVE) is less than or equal to apredetermined threshold value T_(th). Here, the threshold value T_(th)for determination is a numeric value which is set based on data obtainedby way of an experiment, and is the numeric value obtained when thecrank pulse interval, for example, the case wherein two, three, or fourof moving average values are included, is rapidly shortened.

When the moving average value T_(CRKAVE) is less than or equal to thepredetermined threshold value T_(th), the process proceeds to step S19,or otherwise returns to step S12 to repeat steps S12-S18.

In step S19, the engine rotational mode determining unit 622 determinesthe starting of the engine E and sends the flag signal of the engineactive rotational mode to the vibrational state estimating unit 623 andthe phase detector 624. Also, the engine rotational mode determiningunit 622 sends the timing signal, at which the starting of the engine Eis determined, to the phase detector 624.

Here, it is noted that the moving average value T_(CRKAVE) of the crankpulse interval corresponds to “change rate of revolution change”,“moving average value T_(CRKAVE) is less than or equal to thresholdvalue T_(th)” corresponds to “change rate of revolution change of engineis greater than or equal to predetermined value”, and “determination ofstarting of the engine E” corresponds to “determine to detect initialexplosion of engine”.

In step S20, the vibrational state estimating unit 623 receives the flagsignal of the engine active rotational mode from the engine rotationalmode determining unit 622, reads a roll eigenvalue and magnitude of thevibration stored in the storage unit 165, sets the magnitude of apredetermined vibration at the roll eigenvalue, and sends the magnitudeof a predetermined vibration at the roll eigenvalue to the actuatordriving controlling unit 625.

The phase detector 624 receives the flag of the engine active rotationalmode and the timing, at which the starting of the engine E isdetermined, from the engine rotational mode determining unit 622, andsets a phase delay Δt based on those and the TDC pulse signal and thecrank pulse signal form the engine ECU 10 (step S21).

The value of this phase delay Δt is set based on the crank pulse (thatis, crankshaft angle) at the timing when the starting of the engine E isdetermined, the setting is stored in storage unit 165 in the form of adata table, and the setting is performed with reference to the datatable. In FIG. 7, the phase of the rear vibration isolating support unitMb is delayed by the predetermined phase delay Δt, and the actuatordriving current is controlled. After that, according to the rolleigenvalue, the actuator driving current of the front vibrationisolating support unit Ma is controlled (in step S22, the actuator iscontrolled based on the roll eigenvalue). However, the apparatus andmethod should not be limited to the example shown above.

Depending on the timing of the starting of the engine E and thecrankshaft angle, the phase of the front vibration isolating supportunit Ma is delayed by the predetermined phase delay Δt. After that,according to the roll eigenvalue, the actuator driving current of therear vibration isolating support unit Mb is controlled.

In step S23, the engine rotational mode determining unit 622 checkswhether the engine revolution speed NE is greater than or equal to thepredetermined value NEm. When the engine revolution speed NE is greaterthan or equal to the predetermined value NEm (Yes), the control of thisengine active rotational mode is terminated. That is, the engine E isdetermined as the idling state, and a flag signal for the idling stateis turned on, and is sent to the vibrational state estimating unit 623and the phase detector 624 to control the reduction of the vibration. Instep S23, when the engine revolution speed NE is less than thepredetermined value NEm (No), the process returns to step S22 to controlthe actuator based on roll eigenvalue.

Referring to FIG. 9, the operation according to the control as describedabove will be explained.

FIG. 9 shows a time transient of state of an engine from engine startingto an idling state. FIG. 9A shows an ignition timing pulse (IG pulse),FIG. 9B shows a crank pulse (CRK pulse), FIG. 9C shows an enginevibration (ENG vibration), and FIG. 9D shows an engine revolution speedNE (rpm).

When the starter is made an ON state using the IG-SW (designated as“IG-ON” in FIG. 9) at 0 sec, the engine E is rotated, the enginerevolution speed NE increases, and a starter driving vibration on theorder of 10 Hz caused by pumping of the engine driven by the starter.Also, the engine rotational mode determining unit 622 detects the ONstate of the starter by the IG-SW signal, monitors the moving averagevalue T_(CRKAVE) of the crank pulse intervals, and checks whether themoving average value T_(CRKAVE) is less than or equal to the thresholdvalue T_(th). When the initial explosion occurs and the engine E startsat the time to, the moving average value T_(CRKAVE) is less than orequal to the threshold value T_(th) at the time of t₁ which is delayedslightly, the engine rotational mode determining unit 622 determines“engine starting”, and sends the flag signal of the engine activerotational mode to the vibrational state estimating unit 623 and thephase detector 624. Also, the engine rotational mode determining unit622 sends the timing signal, at which starting of the engine E isdetermined, to the phase detector 624.

The vibrational state estimating unit 623 receives the flag signal ofengine active rotational mode to set a magnitude of a predeterminedvibration at the roll eigenvalue, and sends the magnitude to theactuator driving controlling unit 625. The phase detector 624 receivesthe flag of the engine active rotational mode and the timing, at whichthe starting of the engine E is determined, from the engine rotationalmode determining unit 622, and sets the phase delay Δt based on thetimings and the TDC pulse signal and the crank pulse signal form theengine ECU 10. Next, according to the roll eigenvalue, actuator drivingcurrent to the front vibration isolating support unit Ma and the rearvibration isolating support unit Mb are controlled (designated as“Starting control” in FIG. 9). The frequency of this roll eigenvaluevibration is about 20 Hz, and the active control of the vibrationisolating support units Ma and Mb, transmission of engine vibration tothe vehicle body is reduced. In the interim, the engine E continues thecomposite vibration of the roll eigenvalue vibration and the increasingthird component of engine vibration to increase the engine revolutionspeed NE, and the engine revolution speed NE comes close to therevolution speed of the idling state. The engine rotational modedetermining unit 622 monitors the engine revolution speed NE to checkwhether the engine revolution speed NE (for example, 600 rpm) of theidling state is greater than or equal to the predetermined value NEm(for example, 450 rpm).

In FIG. 9, when the engine revolution speed NE is greater than or equalto the predetermined value NEm at the timing of t₂, the enginerotational mode determining unit 622 determines that the enginerotational state enters idling state, sends the flag signal of theidling state to the vibrational state estimating unit 623 and the phasedetector 624, and switches the controlling of the engine vibration bythe vibrational state estimating unit 623, the phase detector 624, andthe actuator driving controlling unit 625 to the control of the idlingstate (designated as “Idling control” in FIG. 9) which is one of thevibration reducing control of regular rotational state engine. That is,the controlling is switched to the vibration reducing control for thirdcomponent of engine vibration.

Since the determination of the starting of the engine E (determinationof detecting the initial explosion of the engine E) is performed usingthe moving average value T_(CRKAVE) of the crank pulse intervalaccording to this embodiment, it is possible to determine the startingof the engine E in a time shorter than the time to determine thestarting of the engine E at the timing of crank angle (120 degrees)during a top dead centre, for example, in a V engine with six-cylindersby using the moving average value T_(CRKAVE) of crank pulse interval atthe timing wherein two, three, or four values of crank pulse intervalfrom the starting of the engine E are included as the threshold valueT_(th), and it is also possible to rapidly start controlling of thevibration isolating support unit M when roll eigenvalue vibration occursin the engine E. If a determination of the starting of the engine E isperformed at the timing of a crankshaft angle (e.g., 120 degrees) duringa top dead centre, it is too late to reduce the vibration because theroll eigenvalue vibration has already occurred.

Therefore, based on the crank pulse at the time of determining startingof the engine E, the phase is shifted by Δt to cancel the rolleigenvalue vibration, and the control of vibration isolating supportunits Ma and Mb is started. Thus, it is possible to reduce enginevibration at the time of engine starting.

Also, it is possible to prevent an error in the determining, andpossible to surely determine the detection of the starting of the engineE (i.e., initial explosion in engine).

Further, referring to the data table stored in the storage unit 165,based on crank pulse at the timing determined as the starting of theengine E, it is determined that which should be first selected,vibration isolating support units Ma or Mb to drive the actuator thereofto extend and contract. The phase delay time Δt for the selectedvibration isolating support unit M is determined. Therefore, even if anignition begins at any cylinder to start a self revolution, it ispossible to start control of vibration isolating support units Ma and Mbsuitable for the direction of the roll eigenvalue vibration.

In this embodiment, the engine E is explained as a V engine withsix-cylinders, but is not limited thereto. The engine E may be a Vengine with eight cylinders, a straight four engine, a horizontalopposed 4-cylinder engine, etc.

The time change rate of revolution change of the engine E (i.e., movingaverage value T_(CRKAVE) of crank pulse interval) is used to detect thestarting of the engine E, but is not limited thereto.

For example, cylinder pressure sensor may be provided in each cylinderto send signal from the cylinder pressure sensor to the enginerotational mode determining unit 622 of the electronic control unit U soas to allow the engine rotational mode determining unit 622 to determinethe starting of the engine E (i.e., initial explosion) when a cylinderpressure value designated by the cylinder pressure sensor is greaterthan or equal to a threshold value of initial explosion by ignition.

In this case, only the method for determining the starting of the engineE (initial explosion in engine E) differs from that of the firstembodiment. Other components may be the same as those of the firstembodiment.

Second Embodiment

Next, an active vibration isolating support apparatus according to thesecond embodiment of the present invention will be explained.

FIGS. 10-15 show the second embodiment of the present invention. FIG. 10is a longitudinal sectional view showing the structure of an activecontrol mount of the active vibration isolating support apparatusaccording to the second embodiment; FIG. 11 is a partial enlarged viewof unit 2 of FIG. 10; FIG. 12 shows the supporting state of an engine bya vibration isolating support unit of the active vibration isolatingsupport apparatus; FIG. 13 is a longitudinal sectional view of acylinder of the engine; FIG. 14 is a flowchart representing a controlflow of a driving unit during normal operation; and FIG. 15 is anexplanatory diagram of step 35 in the flowchart in FIG. 14.

As shown in FIG. 10 and FIG. 11, the active control mount M′(hereinafter, referred as a “vibration isolating support unit M”) of theactive vibration isolating support apparatus 1A according to the secondembodiment has the substantially same structure as that of the firstembodiment.

The second embodiment differs from the first embodiment in the followingpoints: (1) the fact that the flange unit 23 a at the lower end of thestopper member 23 is joined to the flange unit 11 b at the upper end ofthe upper housing 11 by bolts 24 and nuts 25 (omitted in the descriptionof the structure of the vibration isolating support unit M according tothe first embodiment) is clearly described, (2) a bolt 21 for fixing thediaphragm support boss 20 on the upper surface of the first elastic bodysupport boss 18 is clearly described, and (3) the configuration of thedriving unit 41 (see FIG. 11).

Also, in the active control mount electronic control unit U(hereinafter, referred to as “electronic unit U”) according to thisembodiment, as shown in FIG. 10, a crank pulse signal is input from thecrank pulse sensor Sa, the TDC signals of each cylinders are input fromthe cam angle sensor Sb, and the engine revolution speed NE is inputfrom an engine revolution speed sensor Sc. In the first embodiment,these signals are input via a communication line to the engine ECU 10.There is no essential difference between the two embodiments.

Hereinafter, similar numerals are used in the components similar tothose of the first embodiment.

Hereinafter, a unit according to the driving unit 41 or the vibrationisolating support unit M′ will be explained.

An outer peripheral unit of the second elastic body 27 made of anelastic body such as a membranous rubber is joined to the innerperipheral and lower faces of the second elastic body support ring 15 byvulcanization bonding. At a radial center portion of the second elasticbody 27, the movable member 28 is joined by vulcanization bonding sothat the upper portion thereof (head unit 28 b) is embedded in.

And, the outer peripheral unit of the second elastic body 27 is heldbetween the second elastic body support ring 15 and a yoke 44 describedbelow. An annular thick portion at the end of the outer peripheral unitfunctions as a seal. A first liquid chamber 30 defined by the partitionmember 29 and the first elastic body 19, and a second liquid chamber 31defined by the partition member 29 and the second elastic body 27,communicate with each other via a through hole 29 a formed in the middleof the partition member 29.

The stationary core 42, a coil assembly 43, and the yoke 44 are mountedwithin the actuator case 13 in sequence from the bottom to the top. Thecoil assembly 43 includes a cylindrical coil 46 disposed between thestationary core 42 and the yoke 44, and a coil cover 47 covering theouter periphery of the coil 46. The coil cover 47 is integrally formedwith a connector 48 running through openings 13 b and 12 c formed in theactuator case 13 and the lower housing 12 extending outward.

A seal 49 is disposed between an upper face of the coil cover 47 and alower face of the yoke 44. A seal 50 is disposed between a lower face ofthe coil 46 and an upper face of the stationary core 42. These seals 49and 50 can prevent water or dust from entering an internal space of thedriving unit 41 via the openings 13 b and 12 c formed in the actuatorcase 13 and the lower housing 12 respectively.

A thin cylindrical bearing member 51 is fitted, in a vertically slidablemanner, into an inner peripheral face of a cylindrical unit 44 a of theyoke 44. An upper flange 51 a and a lower flange 51 b are formed at theupper and lower ends of the bearing member 51 respectively, the upperflange 51 a being bent radially inward, the lower flange 51 b being bentradially outward. A set spring 52 is disposed in a compressed statebetween the lower flange 51 b and the lower end of the cylindrical unit44 a of the yoke 44. The bearing member 51 is supported by the yoke 44through the lower flange 51 b pressed against the upper face of thestationary core 42 via an elastic body 53 by means of the elastic forceof the set spring 52.

A substantially cylindrical movable core 54 is fitted, in a verticallyslidable manner, into an inner peripheral face of the bearing member 51.A rod 28 a extending downward from the center of the movable member 28runs loosely through the center of the movable core 54, and a nut 56 istightened around the lower end of the rod 55. A set spring 58 isdisposed in a compressed state between a spring seat 57 provided on anupper face of the movable core 54 and a lower face of the head unit 28 bof the movable member 28. The movable core 54 is fixed by being pressedagainst the nut 56 by means of the elastic force of the set spring 58.In this state, the lower face of the movable core 54 and the upper faceof the stationary core 42 face each other across a conical gap g.Relative to the rod 28 a, the nut 56 is tightened in an opening 42 aformed in the center of the stationary core 42 with position adjustmentin vertical direction. This opening 42 a is closed by a rubber cup 60.

The vibration isolating support unit M′ as configured above iscontrolled by the electronic control unit U according to vibrationalstate of the engine E.

The electronic control unit U of this embodiment is connected to crankpulse sensors Sa to detect crank pulses which are output 24 times perrevolution of the crankshaft, that is, once every 15 degrees of thecrank angle associated with rotation of the crankshaft in the engine E,and cam angle sensors Sb to detect signals which are output three timesper revolution of the crankshaft, that is, every top dead centre of eachof cylinders. The electronic control unit U estimates a vibrationalstate of the engine based on outputs from the crank pulse sensors Sa andthe cam angle sensors Sb so as to control power supply to a driving unit41 (actuator 41) of the vibration isolating support unit M′.

A coil 46 of the driving unit 41 is excited by power supply control fromthe electronic control unit U so as to move a movable core 54 by suctionforce to move a movable member 28 downwardly. Associated with movementof this movable member 28, a second elastic body 27 to define a secondliquid chamber 31 is moved downwardly so as to increase the capacity ofthe second liquid chamber 31. Conversely, when the coil 46 isdemagnetized, the second elastic body 27 is deformed upwardly by elasticdeformation of itself, the movable member 28 and the movable core 54move upwardly, and the capacity of the second liquid chamber 31decreases.

Therefore, when low frequency engine shake vibration occurs while thevehicle V is traveling, the first elastic body 19 is deformed by a loadinput from the engine E, thus changing the capacity of the first liquidchamber 30, so that a liquid moves to and fro between the first liquidchamber 30 and the third liquid chamber 35 via the communication passage32. When the capacity of the first liquid chamber 30increases/decreases, the capacity of the third liquid chamber 35decreases/increases correspondingly, and this change in the capacity ofthe third liquid chamber 35 is absorbed by elastic deformation of thediaphragm 22. At this time, the shape and dimensions of thecommunication passage 32 and the spring constant of the first elasticbody 19 are set so that a low spring constant and high attenuation forceare exhibited in the frequency region of the engine shake vibration.Therefore, it is possible to effectively reduce the vibrationtransmitted from the engine E to the vehicle body frame F.

Further, in the frequency region of the engine shake vibration, thedriving unit 41 is maintained in a non-operating state.

When there is a vibration having a frequency higher than that of theabove-mentioned engine shake vibration, that is, vibration during theidling or vibration during the selective-cylinder operation due torotation of crankshaft of the engine, the liquid within thecommunication passage 32 providing communication between the firstliquid chamber 30 and the third liquid chamber 35 becomes stationary anda vibration isolating function cannot be exhibited; the driving unit 41is therefore driven to exhibit a vibration isolating function.

In order to exhibit a vibration isolating function by driving thedriving unit 41 of the vibration isolating support unit M′, theelectronic control unit U controls power supply to the coil 46 based onsignals from the crank pulse sensor Sa, the cam angle sensor Sb, theengine revolution speed sensor Sc, and the engine ECU 10.

As shown in FIG. 12, a V-type engine E is provided with a front bank Bfand a rear bank Br, and each of them are supported by a front vibrationisolating support unit M′a and a rear vibration isolating support unitM′b respectively. Also, in order to exhibit a vibration isolatingfunction by driving the driving units 41 of the vibration isolatingsupport units M′a and M′b, the electronic control unit U controls powersupply to the driving units 41 based on signals from the crank pulsesensor Sa.

Hereinafter, except in necessary situations, the front vibrationisolating support unit M′a and the rear vibration isolating support unitM′b are only designated as a “vibration isolating support unit M.”

As shown in FIG. 13, the engine E connects a piston 62 slidingly fittedinto a cylinder 61 to a crankshaft 64 via a connecting rod 63. Thepressure f of explosion of fuel-air mixture occurred in a combustionchamber 65 is resolved into a component f1 in a direction of theconnecting rod 63 and a component f2 (cylinder side pressure) in adirection orthogonal to a sidewall of the cylinder 61. In the shownembodiment, the crankshaft 64 rotates clockwise, and a roll moment (rollvibration) occurring about the crankshaft 64 by the cylinder sidepressure f2 rotates counterclockwise. If the engine E is amulti-cylinder-type, and an initial explosion occurs in any one of thecylinders, the direction of roll vibration by initial explosion isalways reverse to rotation direction of the crankshaft 64.

Next, control of the driving unit 41 of the vibration isolating supportunit M′ configured as described above will be explained. The engine E issupported by the front vibration isolating support unit M′a and the rearvibration isolating support unit M′b at a front bank Bf side and a rearbank Br side independently, and the front vibration isolating supportunit M′a and the rear vibration isolating support unit M′b arecontrolled independently.

First, based on a flowchart in FIG. 14, a control flow during normaloperation (except the starting of the engine E) will be explained.

In advance, based on information from the engine ECU 10, it isdetermined whether the engine E is in a selective-cylinder operationstate in which selective-cylinders are in operation, or an all-cylinderoperation state in which all cylinders are in operation. In thisembodiment, the engine is explained as a four-stroke V engine withsix-cylinders. At the time of the all-cylinder operation, since sixtimes explosions occurs per two revolutions of the crankshaft, the crankangle for that vibration cycle is 120 degrees. In this vibration cycle,eight crank pulses are output every 15 degrees of the crank angle. Also,when the cylinders which are on one side bank are made to benon-operational, three times explosion occurs per two revolutions of thecrankshaft, and the crank angle for that vibration cycle is 240 degrees.In this vibration cycle, sixteen of crank pulses are output.

For example, if the engine E is determined that it is in theall-cylinder operation state, the crank angle for a vibration cycleT_(EV) (in this case, 120 degrees) is determined first in step S31. Innext step S32, eight crank pulses in the vibration cycle T_(EV) are readso as to calculate a crank pulse interval. As shown in FIG. 15, eightcrank pulses are output in the vibration cycle T_(EV), and crank pulseinterval T_(n), (T₁, T₂, T₃, . . . , T₈) of those varies depending onvibration in the angular velocity of the crankshaft.

That is, a crank angular velocity ω increases and the crank pulseinterval T_(n), decreases in explosion stroke of the engine, and thecrank angular velocity ω decreases and the crank pulse interval T_(n),increases in compression stroke of the engine. Otherwise, in the strokein which the engine revolution speed NE increases, the crank angularvelocity ω increases and the crank pulse interval T_(n), decreases. Inthe stroke in which the engine revolution speed NE decreases, the crankangular velocity ω decreases and the crank pulse interval T_(n),increases. Therefore, the crank pulse interval T_(n), shown in FIG. 15includes one factor caused by variation in crank angular velocity ωassociated with the vibration in each vibration cycle T_(EV) of theengine E, and other factor caused by variation in the crank angularvelocity ω associated with increase/decrease in the engine revolutionspeed NE.

Out of the two factors, a factor which has effect on controlling of thevibration isolating support unit M′ in the above two factors is theformer factor (variation in the crank angular velocity ω associated withthe vibration), and the latter factor which has no effect on controllingof the vibration isolating support unit M′ (variation in crank angularvelocity co associated with increase/decrease in engine revolution speedNE) should be excluded.

In next step S33, an accumulated time ΣT_(n)=T₁+T₂+T₃+ . . . +T₈ ofeight of crank pulse intervals T_(n) of crank pulse is calculated. Thisaccumulated time ΣT_(n) corresponds to the vibration cycle T_(EV).

In next step S34, an average accumulated time of the eight crank pulseintervals T_(n) is calculated. As will be apparent from FIG. 15,although the line of the accumulated time curves in S-shape, the line ofthe average accumulated time is a straight-line connecting a startingpoint and an ending point of the line of the accumulated time. That is,the average accumulated time corresponds to the accumulated time whenthe crank angular velocity ω is constant, and the value thereofincreases by T_(EV)/8 for every 15 degrees of crank angle.

In next step S35, eight of deviations Δt₁, Δt₂, Δt₃, . . . , Δt₈ arecalculated by subtracting the average accumulated time from theaccumulated time for every 15 degrees of the crank angle. The linecurving in S-shape on the downside in FIG. 15 represents deviationsΔt_(n), and this line corresponds to a variation waveform of the crankpulse interval T_(n) after eliminating effect of variation in the enginerevolution speed NE, that is, corresponds to a deviation for the crankpulse interval T_(n), when crank angular velocity ω is constant.

Provided that there is no engine vibration, if the engine revolutionspeed NE is constant, the accumulated time of the crank pulse intervalT_(n), increases linearly like the average accumulated time, if theengine revolution speed NE increases/decreases, the accumulated time ofthe crank pulse interval T_(n), deviates from the liner averageaccumulated time. However, in this embodiment, in practice, a lineraverage accumulated time obtained by averaging the varying enginerevolution speed NE is used as a reference, a deviation Δt_(n) from theaverage accumulated time is calculated, and deviation Δt_(n) caused byonly engine vibration (i.e., effect of variation in engine revolutionspeed NE is excluded) can be obtained. This means that deviation of areal angular velocity for an average angular velocity of the crankshaftis obtained.

In next step S36, a maximum value and minimum value of the deviationΔt_(n) are determined, and based on the deviation of the maximum valueand the minimum value, a variation in the crank angular velocity VAPP iscalculated. In step S37, based on an output timing of the cam anglesensor Sb and time n to the minimum value, a phase of the vibration isestimated. Next, in step S38, based on a map of the variation VAPPprestored in the electronic control unit U and the engine revolutionspeed NE, the magnitude of the vibration is calculated so as todetermine the current waveform applied to the driving unit 41, and basedon the map of the phase and the engine revolution speed NE, an outputtiming of the current waveform applied to the driving unit 41 isdetermined.

Further, when it is determined that the engine E is in theselective-cylinder operation state, sixteen crank pulses in thevibration cycle T_(EV) are read so as to determine the current waveformapplied to the driving unit 41 and the output timing in the same way asthat of the all-cylinder operation state.

As described above, when the engine E vibrates, it is possible toexhibit a vibration isolating function to reduce transmission of thevibration of the engine E to the vehicle body frame by making thevibration isolating support unit M′ to extend and contract so as tofollow the vertical motion of the engine E depending on the magnitudeand phase of the vibration.

As described above, when the engine E vibrates, it is possible toexhibit a vibration isolating function to reduce transmission ofvibration of the engine E to the vehicle body frame by driving thevibration isolating support unit M′ to extend and contract so as tofollow the vertical motion of the engine E depending on the magnitudeand phase of the vibration.

Although it is possible to reduce the vibration of the engine E in theabove described way during the normal operation of the engine E, sinceroll vibration of the engine E caused by an initial explosion at thetime of the starting of the engine E is unsteady and transitory, it isimpossible to reduce this roll vibration caused by the initial explosionin the above described way.

As shown in FIG. 13, since the direction of roll vibration of the engineE caused by initial explosion is always opposite to the rotationdirection of the crankshaft 64, the front vibration isolating supportunit M′a is compressed and the rear vibration isolating support unit M′bis extended by the roll vibration. Since the front vibration isolatingsupport unit M′a and the rear vibration isolating support unit M′b havea structure to contract by supplying power to the driving units 41, itis possible to reduce transmission of the roll vibration to the vehiclebody frame by supplying power to the driving unit 41 of the frontvibration isolating support unit M′a at the timing of initial explosionof the engine E to drive the vibration isolating support unit M′ tocontract.

The initial explosion of the engine E is determined as follows. Althoughthe crank angular velocity is kept relatively a small value during acranking of the engine E, the crank angular velocity increases rapidlyassociated with an initial explosion in the engine E. It is possible todetermine the detection of the initial explosion in the engine E bydetecting this rapid increase in the crank angular velocity from a crankpulse interval output from the crank pulse sensor Sa (i.e., by detectingthat the increasing rate in the angular velocity of the crankshaft 64 isgreater than or equal to a predetermined value). The current waveformapplied to the driving unit 41 of the vibration isolating support unitM′ at this moment is prestored in the electronic control unit U as acurrent waveform to cancel an experimentally obtained waveform of theroll vibration caused by the initial explosion.

As described above, since the electronic control unit U controls thevibration isolating support unit M′ so as to reduce roll vibration ofthe engine E in a direction which is reverse to the rotation directionof the crankshaft of the engine when it is determined that the initialexplosion is detected at the time of starting of the engine E, it ispossible to reduce the transitory roll vibration occurring at the timeof the starting of the engine E by the vibration isolating support unitM′.

Also, since the existing crank pulse sensor Sa is used to detect initialexplosion in the engine E, initial explosion is detected accuratelywithout any special sensor.

While the second embodiment has been described above, various changesand modifications can be made without departing from the spirit andscope of the invention.

For example, the vibration isolating support unit M′ is not limited tothe unit filled with a liquid. The vibration isolating support unit M′may use a piezoelectric element.

Although the vibration isolating support unit M′ and M are disposed onopposite sides of the crankshaft 64 in the second embodiment, thevibration isolating support unit M′ may be disposed on one side.

Although the vibration isolating support unit M′ is contracted bycurrent supply, the vibration isolating support unit M′ may be extendedby current supply. In this case, the roll vibration is reduced bysupplying current to the vibration isolating support unit M′ to whichextension force is applied by an initial explosion in the engine E.

Third Embodiment

Next, a third embodiment according to the present invention will beexplained.

A feature of the active vibration isolating support apparatus 1 of thepresent embodiment is basically identical to that of the firstembodiment. An arrangement of the vibration isolating support unit M ofthe active vibration isolating support apparatus 1 according to thepresent embodiment is identical to those shown in FIG. 1A and FIG. 1B.The feature of the active vibration isolating support apparatus 1includes an active control mount electronic control unit UB(hereinafter, referred to as electronic control unit UB as shown in FIG.2 and FIG. 3) which controls the vibration isolating support unit Mshown in FIG. 2. In addition, hardware of the electronic control unit UBand connections of the electronic control unit UB with the engine ECUare identical to those of the first embodiment as shown in FIG. 3.

For reference's sake, the electronic control unit UB includes a storageunit 165 such as a flash memory for storing a data 165 a (see FIG. 18)required for controlling the vibration isolating support unit M.

It is noted that the electronic control unit UB corresponds to a“controller”.

The present embodiment is identical to the first embodiment except acontrol method for the engine vibration after determining a detection ofan initial explosion at a starting of the engine E, in accordance withreplacement of the electronic control unit U of the first embodimentwith the electronic control unit UB.

A component identical to that of the first embodiment is labeled thesame number, and the explanation will be omitted.

Next, a reduction of a vibration to be generated at a starting of theengine E, which is the specific feature of the present invention, willbe explained.

In the conventional active vibration isolating support apparatus, thepurpose is focused on absorbing an engine vibration which is generatedwhen the engine E steadily rotates, for example, during the idling ofthe engine E or when 6-cylinders operation is changed to 3-cylindersoperation.

In the active vibration isolating support apparatus 1 (see FIG. 1A)according to the present embodiment, the vibration isolating supportunit M (see FIG. 1A) supports the engine E (see FIG. 1A), and reduces aroll vibration to be generated, especially, at a starting of the engineE by driving the driving unit 41 of the vibration isolating support unitM.

It is found that if the engine E (see FIG. 1A) is started by a starter,in a period between a time just after the starting of the engine E(hereinafter, beginning of self-revolution by explosion in a cylindertriggered by ignition referred as to “starting”) and a time when arevolution speed of the engine E reaches the revolution speed in anidling state, a vibration of the engine E is mainly composed of anatural vibration frequency (roll eigenvalue) which is determined by aweight of the engine E (here, the weight includes weights of engine Eand transmission MT shown in FIG. 1B) and a spring constant of thevibration isolating support unit M (see FIG. 1B).

It is also found that, if the engine E is a V engine with six-cylinders,since there are three explosions in the cylinders for one revolution ofthe crankshaft, a vibration corresponding to the engine revolution speedNE is called “third component of engine vibration”; A vibrationfrequency as well as a magnitude of the third component of enginevibration increases as the engine revolution speed NE increases; Incontrast, a roll vibration by the natural vibration frequency decreases,and when the engine revolution speed NE approaches the revolution speedNE in the idling state, the third component of engine vibration becomesdominant.

It is noted that the roll vibration is a vibration to be generated in arotational direction of the crankshaft. Therefore, if the engine E is asideways-mounted engine, the roll vibration is generated in a front-reardirection of the vehicle.

In addition, the roll vibration is generated when the crankshaft rotatesunsteadily, for example, at a starting of the engine.

For reference's sake, if the engine is a straight four engine, sincethere are 2 (two) explosions in the cylinders for one revolution of thecrankshaft, a vibration corresponding to the engine revolution speed NEis called a second component of engine vibration. If a V engine withsix-cylinders is operated with three-cylinders, that is, under aselected cylinder operation, since there are 1.5 (one and a half)explosions for one revolution of the crankshaft, a vibrationcorresponding to the engine revolution speed NE is called 1.5_(th) (oneand a half) component of engine vibration.

FIG. 4 is an analysis result showing time dependences of enginevibration characteristics at a starting of an engine. In FIG. 4, thehorizontal axis indicates a time (sec) and the vertical axis indicates avibration frequency (Hz). Magnitudes of the frequencies are shown withareas having different hatching patterns.

As shown with a dotted line, a vibration component of the thirdcomponent of engine vibration (indicated by “Third component of enginevibration” in FIG. 4) has a composite vibration region of the naturalvibration frequency (roll eigenvalue) and the third component of enginevibration between a time to just after the starting of the engine E anda time t₂ when the engine revolution speed NE reaches a predeterminedengine revolution speed NEm which is a little lower than the enginerevolution speed NE in the idling state. It can be seen from FIG. 4 thatafter the time t₂, the third component of engine vibration becomesdominant.

The present embodiment is characterized in that the electronic controlunit UB estimates a magnitude and vibration period of the roll vibration(vibration period correspond to t₀ to t₂ in FIG. 4) based on a magnitudeof an engine revolution change at a starting of the engine, that is,based on an increase rate of the engine revolution speed NE.

It is noted that hereinafter, the magnitude and vibration period of theroll vibration may be described as a vibration state of roll vibration.

FIG. 16 is a graph showing a relationship between an increase rate of anengine revolution speed at a starting of an engine and a vibration stateof roll vibration. In FIG. 16, the increase rate of the enginerevolution speed NE is measured as a rising time of the enginerevolution speed NE at the starting of the engine E, and a magnitude(dotted line in FIG. 16) and period (solid line in FIG. 16) of the rollvibration are shown against a time (rising time) corresponding tobetween a low revolution speed NE of the engine E (see FIG. 1B) and apredetermined high revolution speed NE. In the horizontal axis, therising time becomes longer as the position moves to the right, that is,the engine revolution speed NE increases slowly.

As shown in FIG. 16, as the rising time of the engine revolution speedNE becomes shorter, that is, as the engine revolution speed NE increasesfaster, a magnitude of the roll vibration to be generated becomessmaller and the period of roll vibration becomes shorter. This meansthat as the increase rate of the engine revolution speed NE becomeslarger, the magnitude of the roll vibration becomes smaller and theperiod of roll vibration becomes shorter. Therefore, a relationshipbetween the increase rate of the engine revolution speed NE and thevibration state of roll vibration to be generated may be measured formapping, and the data may be stored in the storage unit 165 of theelectronic control unit UB shown in FIG. 3 as the data 165 a with, forexample, a table data format.

Since the map prepared as described above is stored in the storage unit165 (see FIG. 3) of the electronic control unit UB (see FIG. 3), theelectronic control unit UB can estimates a vibration state of rollvibration at a starting of the engine E (see FIG. 1B) corresponding toan increase rate of the engine revolution speed NE, by referring to themap.

Instead of the method described above, a calculating formula forcalculating a vibration state of roll vibration based on an increaserate of the engine revolution speed NE may be prepared.

With the preparation of the calculating formula described above, theelectronic control unit UB (see FIG. 3) can calculate (estimate) avibration state of roll vibration at a starting of the engine E (seeFIG. 1B), which is based on an increase rate of the engine revolutionspeed NE, by the calculating formula.

FIG. 17 is an illustration showing states of an engine revolution speedand a crank pulse at a starting of an engine. In the present embodiment,as shown in FIG. 6 of the first embodiment, the crank pulse (see FIG. 6,indicated as CRK pulse) signal is output every 15 degrees of crankshaftrotational angle. However, the crank pulse is not output at a top deadcenter (TDC) of a representative cylinder, that is, no crank pulse atthe top dead center. Here, a crank pulse interval (T₁, T₂, T₃, T₄, T₅,T₆, T₇, and T₈ in FIG. 6) is, as shown in FIG. 6, a one cycle of asquare wave. Since there is no crank pulse at the top dead center, whilethere is a TDC pulse signal at the top dead center of the representativecylinder, a half value of a crank pulse interval (T₄+T₅) for 30 degreesof the crankshaft rotational angle is calculated as the crank pulseinterval.

Therefore, although the description later is expressed as eight pulseintervals, this is because no pulse portion is counted as two pulses.

As shown in FIG. 17, when the engine E (see FIG. 1B) is started, thecrankshaft of the engine E is rotated by a starter (for example, selfstarter motor), and the engine revolution speed NE increases slowly(period of starter driving). Then, a first ignition (hereinafter, may bereferred to as initial explosion) is generated when the enginerevolution speed NE reaches a predetermined engine revolution speed NE,and the engine E is started. A roll vibration is generated during aperiod (period of roll eigenvalue) between the starting of the engine Eby the initial explosion and a time when the engine revolution speed NEbecomes steady.

In the present embodiment, the electronic control unit UB (see FIG. 2)measures an increase rate of the engine revolution speed NE of theengine E (see FIG. 1B) starting from a time indicated by A in FIG. 17 atwhich the electronic control unit UB (see FIG. 3) determined that aninitial explosion was detected, that is, during the period forcalculating vibration state, and estimates a vibration state of rollvibration based on the measured increase rate of the engine revolutionspeed NE. Then, the electronic control unit UB controls the driving unit41 of the vibration isolating support unit M based on the estimatedvibration state of roll vibration to reduce the roll vibration.

In the present embodiment, the electronic control unit UB (see FIG. 3)is configured so that the electronic control unit UB determines adetection of initial explosion by a revolution change.

As shown in FIG. 17, a crank pulse Cp has a long cycle in the period ofstarter driving since the engine revolution speed NE is small. However,as the engine revolution speed NE increases after starting of the engineE by the initial explosion, the cycle becomes shorter. Therefore, if anaverage value of one cycle of the crank pulse becomes small, theelectronic control unit UB (see FIG. 3) can determine that the enginerevolution speed NE increased. As shown in FIG. 17, since the enginerevolution speed NE rapidly increases after initial explosion, theelectronic control unit UB can determine that the initial explosion wasdetected by determining an increase in the engine revolution speed NE.For example, using a method of such as steps S11 to S19 shown in theflowchart of FIG. 8 in the first embodiment, the electronic control unitUB can determine the starting of the engine E, that is, the detection ofthe initial explosion.

Therefore, in the present embodiment, a crank pulse to be detected bythe crank pulse sensor Sa (see FIG. 3) is input in the electroniccontrol unit UB, and the electronic control unit UB measures a timeinterval (hereinafter, referred to as crank pulse interval) of the eightinput crank pulses. Then, the electronic control unit UB calculates anaverage value per one crank pulse cycle by dividing the crank pulseinterval of the eight crank pulses by eight. When the average value perone crank pulse cycle calculated as described above becomes smaller thana threshold value set in advance, the electronic control unit UBdetermines a detection of an initial explosion in the engine.

It is noted that a magnitude of average value per one cycle of the eightcrank pulses corresponds to a “magnitude of revolution change”.

It is also noted that in the present embodiment, the average value perone cycle was calculated using eight crank pulses. However, a crankpulse number is not limited to the eight crank pulses for calculatingthe average value.

As shown in FIG. 17, a cycle of the crank pulse Cp becomes shorter asthe engine revolution speed NE increases. Therefore, when a calculatedaverage value of the crank pulse Cp per one cycle becomes smaller than athreshold value set in advance, the electronic control unit UB (see FIG.3) determines a detection of an initial explosion in the engine. In FIG.17, if an average value of the eight crank pulses Cp in the timeinterval shown by P1 becomes not more than a threshold value, theelectronic unit UB determines a detection of an initial explosion at Apoint in the engine.

In addition, in the present embodiment, the electronic control unit UB(see FIG. 2) measures an increase rate of the engine revolution speed NEof the engine E (see FIG. 1B) starting from a time indicated by A inFIG. 17 at which the electronic control unit UB determined that theinitial explosion was detected, that is, during the time shown in FIG.17 as a period of calculating vibrational state, and estimates avibration state of roll vibration based on the measured increase rate ofthe engine revolution speed NE. Further, based on the estimatedvibration state of roll vibration, the electronic control unit UBcontrols the vibration isolating support unit M to reduce the rollvibration.

As shown in FIG. 17, the electronic control unit UB (see FIG. 2)temporarily stores an interval of eight crank pulses just before A pointat which the electronic control unit UB determined that the initialexplosion was detected in, for example, RAM 164 (see FIG. 3) as P1(sec). In addition, the electronic control unit UB defines an intervalof eight crank pulses just after A point as P2 (sec). As describedabove, in a V engine with six-cylinders, the crank pulse Cp is generatedevery 15 degrees of crank angle, eight crank pulses Cp corresponds to120 degrees. That is, the interval of eight crank pulses corresponds toa time required for ⅓ revolution of a crankshaft.

Then, the electronic control unit UB (see FIG. 3) calculates an enginerevolution speed NE1 (rpm) just before determining a detection ofinitial explosion, that is, just before A point in FIG. 17, by the nextformula (1). Hereinafter, the engine revolution speed NE1 just before Apoint is called as “engine revolution speed NE1 just before initialexplosion”.

NE1=(⅓)/(P1/60)  (1)

In addition, the electronic control unit UB calculates an enginerevolution speed NE2 (rpm) just after determining the detection ofinitial explosion, that is, just after A point in FIG. 17, by the nextformula (2). Hereinafter, the engine revolution speed NE2 just after Apoint is called as “engine revolution speed NE1 just after initialexplosion”.

NE2=(⅓)/(P2/60)  (2)

As described above, the electronic control unit UB calculates the enginerevolution speed NE1 just before initial explosion and the enginerevolution speed NE1 just after initial explosion. Then, the electroniccontrol unit UB calculates NE2-NE1 as an increase of engine revolutionspeed just after the initial explosion.

In addition, a time required to increase from the engine revolutionspeed NE1 (rpm) to the engine revolution speed NE2 (rpm) just after theinitial explosion is expressed by P2/60 (min).

Therefore, an increase rate NEr of engine revolution speed per unit timejust after the initial explosion is calculated by the next formula (3).

NEr=(NE2−NE1)/(P2/60)  (3)

As described above, since there is a given relationship between theincrease rate NEr of engine revolution speed and the vibration state ofroll vibration, the relationship between the increase rate NEr of enginerevolution speed and the vibration state of roll vibration can bemeasured in advance for mapping. The mapped data may be stored in thestorage unit 165 (see FIG. 3) of the electronic control unit UB as thedata 165 a (see FIG. 3) with, for example, a table data format. Throughthe method described above, the electronic control unit UB can estimatea vibration state of roll vibration corresponding to the calculatedincrease rate NEr of engine revolution speed by referring to the mapstored in the storage unit 165.

It is noted that to calculate the time interval by measuring the crankpulse Cp just after the initial explosion corresponds to “measuring atime between an initial explosion and a time when an engine revolutionspeed reaches a predetermined revolution speed”. As described above, ina V engine with six-cylinders, the crank pulse Cp is generated every1/24 revolution of the crankshaft. Therefore, to measure an intervalincluding the same number of pulses (eight pulses in the presentembodiment) is to measure a time required for rotating the crankshaft agiven number of revolution (⅓ revolution in the present embodiment).Then, a time required to reach a predetermined revolution speed of thecrankshaft can be estimated from a change of a time required forrotating the crankshaft a given number of revolution at before and afterthe initial explosion. Accordingly, to calculate a time interval bymeasuring the crank pulse Cp just after the initial explosion is tomeasure a time between the initial explosion and a time when the enginerevolution speed reaches a predetermined revolution speed.

Of course, it may be allowed to measure the revolution speeds NE of theengine E (see FIG. 1B) before and after the initial explosion, and tomeasure a time that the revolution speed NE of the engine E reaches apredetermined revolution speed. However, in this case, measurement ofthe revolution speed NE of the engine E is required twice, and a timefor rotating the crankshaft at least two revolutions is also required.

In contrast, in the case when eight crank pulses Cp are measured likethe present embodiment, the time between the initial explosion and thetime that the engine revolution speed NE reaches a predeterminedrevolution speed can be measured with ⅓ revolution of the crankshaft asdescribed above, and even when eight crank pulses Cp are measured beforeand after the initial explosion, the time can be measured with a timerequired for ⅔ revolution of the crankshaft. Accordingly, the methoddescribed above has an excellent advantage that a time between aninitial explosion and a time that the engine revolution speed NE reachesa predetermined revolution speed can be measured with a shorter timecompared with a method for measuring a revolution speed of the engine E.

If a vibration state of roll vibration is estimated as described above,the electronic control unit UB (see FIG. 3) transmits a control signalto be calculated based on a magnitude of the estimated roll vibration tothe front vibration isolating support unit Ma (see FIG. 3) and the rearvibration isolating support unit Mb (see FIG. 3), and controls thedriving units 41 (see FIG. 2) of the front vibration isolating supportunit Ma and the rear vibration isolating support unit Mb to reduce theroll vibration. Accordingly, the electronic control unit UB controls thevibration isolating support unit M as described above during theestimated period of the roll vibration to reduce the roll vibration tobe generated at a starting of the engine E (see FIG. 3).

FIG. 18 is a functional block diagram of an electronic control unit. Asdescribed above, the electronic control unit UB estimates a vibrationstate of roll vibration by referring to a map stored in the storage unit165 as the data 165 a, and controls the driving unit 41 (see FIG. 2) ofthe vibration isolating support unit M based on the estimated result.For the above purpose, as shown in FIG. 18, the electric control unit UBincludes a vibrational state estimating unit 623B, an actuator drivingcontrolling unit 625, an engine starting determining unit 622B, and aphase detector 624.

The engine starting determining unit 622B determines a starting of theengine E (see FIG. 1B) by an initial explosion based on the crank pulseas described above. Then, the engine starting determining unit 622Binforms the determination of detection of the initial explosion to thevibrational state estimating unit 623B. As described above, the enginestarting determining unit 622B corresponds to an “initial explosiondetermining unit”. In addition, since the engine starting determiningunit 622B calculates an average value of the crank pulse per one cycleto detect a revolution change, the engine starting determining unit 622Bcorresponds to a “change detecting unit”.

If the vibrational state estimating unit 623B is informed adetermination of detection of an initial explosion from the enginestarting determining unit 622B, the vibrational state estimating unit623B calculates an increase rate NEr of the engine revolution speed justafter the initial explosion as described above. Then, the vibrationalstate estimating unit 623B estimates a vibration state of roll vibrationof the engine E (see FIG. 1B) corresponding to the calculated increaserate NEr by referring to a map stored in the storage unit 165 as thedata 165 a. Then, the vibrational state estimating unit 623B informs theestimated vibration state of roll vibration to the actuator drivingcontrolling unit 625.

When the engine E is under an idling state, or all-cylinder operation,or selective-cylinder operation, the phase detector 624 compares a peaktiming of revolution change of the crankshaft with a TDC timing tocalculate a phase to output to the actuator driving controlling unit625, based on a P-P value of revolution change of the crankshafttransmitted from the vibrational state estimating unit 623B, the peaktiming of the revolution change, a crank pulse signal detected by thecrank pulse sensor Sa, and a TDC pulse signal of each cylinder detectedby a sensor, which is not shown.

The actuator driving controlling unit 625 combines an ensemble of dutysignals in a driving cycle so that each of the front vibration isolatingsupport unit Ma and the rear vibration isolating support unit Mbperforms a mounting operation which can compensate an engine vibrationwaveform for each vibration cycle, based on the vibration state of rollvibration of the engine E informed by the vibrational state estimatingunit 623B and the phase calculated by the phase detector 624, andcontrols outputs by a phase calculated from a standard pulse for eachTDC.

With respect to the control performed by using an ensemble of dutysignals in the driving cycle by the actuator driving controlling unit625, please refer to paragraphs [0030], [0031], FIG. 5, and FIG. 6 in JP2002-139095 A.

Next, functions of the phase detector 624 and actuator drivingcontrolling unit 625 will be explained when the engine startingdetermining unit 622B determines that a revolution mode is in an enginestarting state (period from engine starting to idling state).

In the state described above, based on a vibration cycle of a givennatural vibration frequency (roll eigenvalue) transmitted from thevibrational state estimating unit 623B, a crank pulse detected by thecrank pulse sensor Sa, and a TDC pulse signal of each cylinder detectedby a sensor not shown, the phase detector 624 outputs information to theactuator driving controlling unit 625 so that a determination timing ofstarting of the engine E (see FIG. 1B) is output to, for example, therear vibration isolating support unit Mb by delaying a phase by apredetermined time from the determination timing, and to the frontvibration isolating support unit Ma by delaying half cycle from thephase of the rear vibration isolating support unit Mb.

In response to the above, the actuator driving controlling unit 625combines the ensemble of duty signals in the driving cycle so that eachof the front vibration isolating support unit Ma and the rear vibrationisolating support unit Mb performs the mounting operation which cancompensate the engine vibration waveform for each vibration cycle, andhereafter controls outputs with a fixed cycle.

It is noted that the vibrational state estimating unit 623B, theactuator driving controlling unit 625, the engine starting determiningunit 622B, and the phase detector 624, which are included in theelectronic control unit UB, may be configured with, for example, logicsoftware installed in a program for driving the electronic control unitUB. However, the method is not limited to this, but may be configuredwith hardware logics.

FIG. 19 is a flowchart showing a control flow for estimating a vibrationstate of roll vibration. Hereinafter, a control for estimating avibration state of roll vibration by the electronic control unit UB willbe explained by referring to FIG. 19 (see FIG. 1 to FIG. 4 and FIG. 16to FIG. 18 as appropriate).

As shown in FIG. 19, the engine starting determining unit 622B of theelectronic control unit UB calculates an average value of interval ofeight crank pulses by inputting therein the crank pulse Cp to bedetected by the crank pulse sensor Sa (Step S41).

In step S42, if the calculated average value is larger (S42: No) than athreshold value, the step return to step S41. If a moving average valueis smaller (S42: Yes) than the threshold value, the electronic controlunit UB determines that the engine starting determining unit 622Bdetected an initial explosion (Step S43). Then, the engine startingdetermining unit 622B of the electronic control unit UB informs thedetermination of detection of the initial explosion to the vibrationalstate estimating unit 623B. Next, the vibrational state estimating unit623B, which is informed the determination of detection of the initialexplosion, calculates the engine revolution speed NE1 just before theinitial explosion (Step S44).

It is noted that when the engine starting determining unit 622Bcontinuously calculates an average value of the crank pulse interval,the engine starting determining unit 622B calculates the average valueof eight continuous crank pulse intervals by shifting one pulse, thatis, the engine starting determining unit 622B calculates the movingaverage value.

Next, the vibrational state estimating unit 623B of the electroniccontrol unit UB measures the interval P2 of eight crank pulses justafter the initial explosion (Step S45). Specifically, the interval P2 ofeight crank pulses to be generated after A point shown in FIG. 17 ismeasured. Then, the vibrational state estimating unit 623B of theelectronic control unit UB calculates the engine revolution speed NE2just after the initial explosion by the formula (2)(Step S46). Further,the vibrational state estimating unit 623B calculates the increase rateNEr of the engine revolution speed just after the initial explosion bythe formula (3) (Step S47).

The vibrational state estimating unit 623B of the electronic controlunit UB estimates a vibration state of roll vibration corresponding tothe increase rate NEr of the calculated engine revolution speed, byreferring to a map, which is stored in the storage unit 165 as the data165 a, showing a relationship between the increase rate NEr of theengine revolution speed and the vibration state of roll vibration to begenerated (Step S48). Further, the vibrational state estimating unit623B informs the estimated vibration state of roll vibration to theactuator driving controlling unit 625.

The actuator driving controlling unit 625 of the electronic control unitUB controls a current flowing in the coil 46 to control the driving unit41 of the vibration isolating support unit M based on the informedvibration state of roll vibration and a phase calculated by the phasedetector 624 (Step S49), thereby resulting in reduction of the rollvibration at a starting of the engine E.

In step 50, the actuator driving controlling unit 625 checks whether ornot a period of roll vibration of the estimated roll vibration haspassed. If the period of roll vibration has not passed (S50: No), thestep returns to step S49 to control the driving unit 41 of the vibrationisolating support unit M. If the period of roll vibration of theestimated roll vibration has passed (S50: Yes), the electronic controlunit UB ends the control.

As described above, an active vibration isolating support apparatusaccording to the present embodiment calculates an increase rate ofengine revolution speed based on eight crank pulses just after initialexplosion, and estimates a vibration state of roll vibration byreferring to data corresponding to the calculated increase rate.

Since the engine revolution speed just after the initial explosion isabout 400 rpm, if the engine is a V engine with six-cylinders, a timeinterval of eight crank pulses just after the initial explosion is about0.05 seconds. In other words, in the active vibration isolating supportapparatus 1 and the control method thereof according to the presentembodiment, the vibration state of roll vibration to be generated at astarting of the engine can be estimated within 0.05 seconds from theinitial explosion for starting a control of the active vibrationisolating support apparatus 1.

Accordingly, the active vibration isolating support apparatus and thecontrol method thereof according to the present embodiment can solve theconventional problem that the conventional active vibration isolatingsupport apparatus can not follow the transient vibration at the startingof the engine, and has the excellent advantage to effectively reduce thetransient vibration at the starting of the engine.

What is claimed is:
 1. In an active vibration isolating supportapparatus for reducing vibration transmitted from an engine, wherein theengine in which a reciprocating motion of a piston is converted to arotary motion of a crankshaft is supported via vibration isolatingsupport units in a vehicle body each of which comprises an actuator, theactive vibration isolating support apparatus comprising: a control unitto make the actuator to extend and contract periodically depending on avibrational state of the engine, thereby reducing transmission ofvibration of the engine to a vehicle body, wherein the vibrationisolating support units are disposed on opposite sides of thecrankshaft, and wherein the control unit drives the actuator of one ofthe vibration isolating support units to contract, the one of thevibration isolating support units is compressed by roll vibrationassociated with an initial explosion, so as to reduce transmission ofroll vibration of the engine in a direction which is reverse to therotation direction of the crankshaft of the engine if the initialexplosion is determined to be detected after a time when the enginestarts.
 2. The active vibration isolating support apparatus according toclaim 1, wherein the initial explosion is determined to be detected ifan increasing rate in an angular velocity of the crankshaft is greaterthan or equal to a predetermined value.
 3. The active vibrationisolating support apparatus according to claim 1, wherein the initialexplosion is determined to be detected based on a signal from a crankpulse sensor.
 4. The active vibration isolating support apparatusaccording to claim 1, wherein the actuator is controlled based onsignals from the crank pulse sensor, a cam angle sensor, an enginerevolution speed sensor, and an engine ECU.